Motor-oiling system.



R. HUFF.

MOTOR OILING SYSTEM.

PPLICATION FILED MAY 2. 1913.

1,270,619. Patented June 25, 1918.

2 SHEETS-SHEET Jlliorney,

R. HUFF.

MOTOR OILING SYSTEM.

APPLICATION FILED MAYZ. 1913.

1,27 0,61 9. Patented June 25, 1918.

2 SHEET$SHEEI 2.

Jill's rneq,

UNITED STATFS PATENT OFFICE.

RUSSELL HUFF, OF DETROIT, MICHIGAN. ASSIGNOR TO PACKARD MOTOR CAR COMPANY. OF DETROIT, MICHIGAN. A CORPQRATION OF MICHIGAN.

Application filed May 2, 1913.

To all whom it may concern Be it known that I, Rtrssnm. HUN, a citizen of the United States,-and resident of Detroit, lVayne county, State of Michigan, have invented certain new and useful Improvements in Motor-Oiling Systems, of which the following is a specification.

Thisinvention relates to motor vehicles, and particularly to the oiling system for the motor thereof, and means for controlling the action of said system.

This invention may be said to be a modification of, or an improvement upon, the construction shown in Patent No. 1,036,756, dated August 27, 1912.

In the present invention, the oil which drains into the sump or oil well of the crank case is pumped, preferably by a 'gear pump driven by one of the auxiliary shafts of the motor, through a suitable screen and into a a manifold running alongside of the motor,

from which there are several smaller branch pipes leading to the several main bearings of the motor. There is also another branch pipe from the manifold which leads through a valve of peculiar construction into a second manifold paralleling the first manifold. This latter manifold has branches leading directly to the cylinder walls. A suitable relief valve is placed in the first manifold, whereby the pressure in the entire oiling sys tem is regulated and equalized.

The valve above referred to is controlled by a lever forming-a part of the motor throttle control mechanism, so that oil flows from the first manifold into the second only as the motor throttle reaches a predetermined point in its opening movement.

One of the objects of the invention is to simplify the construction of the oiling system of a hydrocarbon motor while at the same time retaining the advantages, and in fact augmenting the advantages, of prior systems.

'Another object of the invention is to improve upon the oiling system disclosed in said Patent No. 1,036,756 by assuring delivery of oil to the motor cylinders at the same pressure as that delivered to the bearings and regardless of whether there is sufiicient pressure to open the relief valve.

Another object of the invention is to produce a simplified form of valve in the oiling system of a hydrocarbon motor, the operating part of which valve shall have con- Speclflcation of Letters Patent.

Patented J une 25, 1918.

Serial No. 765,112.

siderable travel to correspond with the somewhat long travel of the throttle control device which operates it.

Other objects of the invention will appear from the following description, taken in connection with the drawings which form a part of this specification, and in which,

Figure 1 is a right side elevation of a vehicle motor and contiguous parts of the vehicle, this invention being embodied therein;

Fig. 2 is a left side elevation of the motor shown in Fig. 1, with part of the crank case and crank shaft being broken away to illustrate the oiling system;

Fig. 3 is a plan view of the motor shown in Fig. 1, with the cylinders broken away;

Fig. 4 is an enlarged view of the oil valve and the throttle device which operates it;

Fig. 5 is an enlarged sectional view of the oil valve; and

Fig. 6 is a perspective view, with parts broken away, of the oil screen and relief valve.

Referring to the drawings, 10 represents the (lash of a motor vehicle, and 11 one of the inclined floor boards thereof. 12 is broadly the hydrocarbon motor which is properly placed in the frame of the vehicle in a position in front of the dash 10 and with the flywheel housing 13 approximately beneath the floor board. The cylinders 14 are shown as mounted upon the motor base or crank case 15, and the inlet manifold 16 is connected with a suitable carbureter 17, shown in Figs. 1' and 3. The mixture from the carbureter to the cylinders of the motor is controlled by a throttle valve 18 which is operated byan arm 19, a rod 20 and a pedal lever 21,usually termed an accelerator pedal. The rod 20 and the pedal 21 are pivotally connected at 22, and an arm 23 is formed as an integral part of this connection and is provided with an adjustable push button 24, which is adapted to act upon a button 25 upon the end of the valve stem of an oil valve, which will be hereinafter described.

The above description covers generally a vehicle motor and its throttle control mechanism.

The lower half or bottom cover 26 of the crank case 15 forms an oil well or sump, and a pump, shown as a gear pump, 27, is arranged in the bottom of this oil well and adapted to be constantly driven by one of ing is a suitable screen 32, held in place by a spring 33 and a cap 34, the inlet-to this part of the casing being formed integral with the casing, as shown at 35. An outlet is provided at 36 directly into a manifold 37,

which manifold is surrounded by a part of the casting, and in fact is partly supported thereby.

The relief valve portion 31 has a chamber 38 which is also in constant communication with the interior of the manifold 37, and a valve 39, under the tension of a spring 40, prevents escape of oil from the chamber 38 until the pressure reaches a predetermined amount. The spring 40 is adjustable by means of the screw threaded cap 41, as shown in the detail view. A channel 42 connects the space above the relief valve 39 with the interiorof the crank case 15, so that the oil that passes the relief valve is returned immediately to the crank case.

The manifold 37 is arranged longitudinally of the motor and is provided with several branch pipes 43 which lead the oil from the manifold to the several mainbearings 44 of the crank shaft of the motor. From these bearings the oil is conveyed through the hollow crank shaft, to the crank pin bearings 45, and from thence it may be carried, if desired, through suitable pipes 46 to the piston pin bearings.

It will be understood that the relief valve 39 may have its spring set at a suitable tension in relation to the size and capacity of the oil pump to relieve the pressure at a ressure in the oil system will=be practica lYfCOIlpredetermined point, so that the stant throughout all usual speeds of the motor. The capacity of the 011 pump may be such, and the valve '39 so adjusted,that the valve will-be raised to relieve the pres sure when the motor reaches a s eed of say 500 revolutions -er minute, an the pressure at t at point will rise very little as the speed of t e-motor increases, due to the relief action of the valve 39, all excess of oil goingback into the crank case through the passage 42. Thus a constant supply of oil at an approximately constant ressure is assured for all ofthe main bearmgs of the motor.

Leading from the rear end of the manifold 37 is another branch pipe 47, which carries oil under the same'pressure that is in the manifold 37, to a valve casing 48,

which is preferably mounted upon the of course.

crank case 15, as shown in Figs 1, 3 and 4. An outlet pipe 49 from. the casing 48 carries the oil that passes said valve to a second manifold 50. which parallels the manifold 37 and which is provided with a series of branch ipes 51 which lead to the interior of the wails of the cylinders 14, as shown particularly in Figs. 3 and 4. Thus the oil that passes the valve casing 48 is conveyed to the cylinder walls under practicallythe same pressure as is the oil which is fed to the main bearings of the motor.

The valve casing 48 is shown in section in Figs. 4 and 5, and it comprises a strainer part 52 containing a screen 53 held in place by a spring 54 and a cap 55, the inlet 56 of the casing opening into this strainer part, and it further comprises a valve part 57 having a conical valve seat 58 at one end, and a valve 59, which has a stemfiO protruding from the casing, and which valve is adapted to be moved longitudinally in the valve part 57 against the action of the spring 61 therein. The button 25, hereinabove described, is. secured to the outer end of the valve stem 60. The valve part 57 of the casing 48 is of somewhat conical shape, being slightly smaller at the valve seat end than at the other end, and it is connected with the strainer part 52 by a passage 62; and there is an outlet 63 from the valve part beyond the valve seat 58.

It will be seen that. the valve casing 48 is placed upon the crank case 15 in such a position that the button 25 is in the path of the adjustable push button '24 which is carried by the arm 23 on the accelerator pedal ,21, so that when the accelerator pedal is -63,-but this annular passage is increased gradually as the valve is moved lengthwise in the casing. It will be seen, therefore, that the valve opens gradually with the opening of the throttle 18, and in order to reach its full open' position, it mustbe moveda considerable distance in the easing 48, as shown in dotted lines in Fig. 5 and in full lines in Fig. '4. 1

It will be understood thatv the valve 59 is normally held in closed position by means of the spring 61 and it is moved from that position only by the action of the accelerator pedal 21, returning to its normal position as the pressure on the accelerator pedal is relieved.

It will be seen that the accelerator pedal 21 is mounted on the body part of the vehicle, and the valve casing 48 is mounted on a part of the motor, hence the construction shown, whereby there is no direct fastening of one of the parts to the other, permits of slight variations in fitting the body relative to the motor without interfering to :my extent with the operation of the oil v'alve b the accelerator pedal. The parts may be at justed, however, for bringing the oil valve into operation at the proper predetermined time by means of the adjustable push button 24.

The operation of the oiling system in this case may be briefly summarized as follows: The oil sucked from the crank case by the pump 27 is passed, through the conduit 28, to the casting 29 and then through the outlet 36, to the manifold 37. Branch pipes 43 lead the oil from the manifold 37 to the main crank; shaft bearings H and from these bearings the oil passes, through the hollow crank shaft, to the crank pin and then, if desired, through suitable pipes 46 to the piston pin bearin s. Beside the branch pipes 43 is provided a single pipe 47 which takes the oil from the manifold 37 and leads it to the casing 48. Passing through this casing the oil travels through the pipe 49 to the manifold 50. and through branch pipes 51 to the cylinder walls. This circulation system can be best followed by a consideration of Fig. 3. Mounted in the casing 48 is a valve 59 the stem of which is set b a button 25 which button is in the path 0 the adjustable push button 24 carried by the arm 23 on the accelerator pedal 21, so that when the accelerator pedal is pressed downwardly the valve 59 1S moved longitudinally and thereby raised from its seat. This movement of the valve, of course, permits the circulation of the oil through the manifold 50 and branch pipes 51. The auxiliary feed system is therefore coal rolled entirel by the position of the accelerator pedal eing open when the throttle is open and closed when the throttle is closed. The relief valve 39 is mounted in the casting 29 andcontrols therefore the pressure of the oil in the manifold 37 and since the oil through the branch pipe 47 is at the same pressure as that in the manifold 37, it is obvious that the relief valve controls the pressure of the oil in both the main and auxiliary feeding systems.

In Figs. 1 and 2, a suitable oil gage 64 is connected by a branch pipe 65 with the manifold 37, and, in Fig. 3, one of the branch pipes 43 is shown as having sub branches 43 leading to other parts of the motor which it is desired 'to constantly lubricate.

A specific embodiment of the invention has been described in detail, which embodiment is deemed to be new and advantageous, and will be specifically claimed, but it should be understood that the invention is bearings 45 throttle control lever mounted adjacent said valve and acting directly upon the valve to thereby control said auxiliar feed.

In a motor vehicle, t 1e combination with the motor, the oiling system thereof incllrdin main and auxiliary feeds and a valve no'rma ly checking said auxiliary feed, said valve bein mounted on the motor atthe rear end thereof and having an adjustable push button, of a throttle control lever mounted on the vehicle body adjacent said valve and adapted to operate upon said push button.

3. In a hydrocarbon motor, the combina? tion with a pump for withdrawing oil from the motor crank case, iping from the pum to the motor crank shaft, a relief valve in sai piping, a branch from said piping independent of said relief valve and leading to the walls of the cylinders, and a valve in said branch, of a motor throttle control device acting directly upon said valve for opening the valve when the throttle is in open posi-. tion.

4. In a hydrocarbon motor, the combination with the oiling system thereof including a main supply pipe, branches from said pipe to the main bearings of the motor, another branch from said i e to the cylinder walls, and a valve in sai atter branch, said latter branch being freely open except for said valve, of a throttle control lever mounted adjacent said valve and having a part adapted to control said valve.

5. In a hydrocarbon motor, the combination with the oiling system including a valve casing having inlet and outlet ports, and having a valve seat and a conical chamber extending from said seat, and a valve in said casing adapted to seat therein and to operate in said chamber as it is moved to open position, whereby the opening of said valve gradually, instead of suddenly, increases, of a throttle control device having a. part adapted to control the position of said valve.

6. The combination with a motor, of an oiling system having main and auxiliary feeds, means for supplying oil under pressure to said feeds, and a valve normally closing the auxiliary feed, said auxiliary feed being freely open except for said valve, and a throttle control lever mounted adjacent said valve and acting directly upon the valve to therebycontrol said auxiliary feed regardless of theoil pressure in the system.

7. In a hydrocarbon motor, the combination with the oiling system thereof including means for feeding oil under pressure, a main supply pipe, branches from said pipe to the main bearin s of the motor, another branch fr 0m said plpe to the cylinder walls, and a valve in said latter branch, said latter branch being freely open except for said valve, of a. throttle control lever mounted adjacent said valve and having a part adapted to control said valve and admit oil into the latter branch regardless of the oil pressure inthe' system.

8. In a hydrocarbon motor, the combination' with the oiling system thereof including main and auxiliary feeds, means for supplying oil under pressure to said feeds and a valve regulating said auxiliary feed, spring means for normally closing said valve and throttle controlling means mounted adjacent said valve for opening said valve and thus admitting oil to the auxiliary feed regardless of the oil pressure in the system.

In testimony whereof I afiix my signature in the presence of twowitnesses.

, RUSSELL HUFF.

\Vitnesses H. B. KNAP, LE Box J. WILLIAMS. 

